Gas-engine igniter.



Nc. 881,058. PATENTED MAR. 3, 1908. A. N. GLASSON.

GAS ENGINE IGNITER.

APPLICATION FILED APB.20,1906.

2 SHEETS-8HEET l.

W/TNESSES: lNVENTOl? I v I v v glfiizfjrfiaaswz M -ATTOHNEYS v No. 881,058. PATENTED MAR. 3, 1908.

A. N. GLASSON.

GAS ENGINE IGNITBR.

APPLICATION FILED APILZO. 1906.

, 2 SHEETS-SHEET 2.

' x .WW. "Mkw :1

WITNESSES- 7' INVENTOR g4 .1 flzaerzmazam I 5y %me 6 I ATTORNEYS ALBERT N. OLASSON, OF RUTLAND TOWNSHIRLASALLE COUNTY, ILLINOIS.

GAS-ENGINE IGNITER.

Specification of Letters Patent.

Patented March 3,1908.

Application filed April 20, 1906. Serial No. 312,800.

To all whom it may concern.

Be it known that I, ALBERT N. CLASSON, a citizen of the United States, and a resident of Rutland township, in the county of Lasalle and State of Illinois, have invented a new and Improved Gas-Engine Igniter, of which the following is a full, clear, and exact descri )tion.

1e invention relates to an electrical igniting apparatus intended particularly for' gas or internal combustion engines, but involving various features adapted to other arts as willfully appear hereinafter.

An object of the invention is to avoid the vibrator on the spark coil of the conventional jump spark system of ignition, and instead to provide a vibrator for such ignition systems which will be operated mechanically and positively.

A further object is to so arrange the apparatus as to secure an alternating current Figure 1 is a front elevation of a conventional internal combustion engine showing my invention applied, and illustrating the circuits by diagrams; Fig. 2 is an enlarged front view of the magneto Fig. 3 is a sectional plan thereof on the line 33 of F igl 2; Fig.

4 is a detaiLview of the collector brush of the magneto, looking in the direction of the line 4-4' of Fig. 3; and Fig.5 is a fragmentary elevation illustrating the action of the magneto driving device.

- Referrin particularly to Figs. 1 and 5, 10 indicatest e belt for driving the magneto,

which belt is preferably round in cross sectional form and is run over a ma in driving pulley 11, the periphery of which is formed witha comparatively shallow groove enabling the belt to engage the fly wheel of the engine as shown in Fig. '5. I Said pulley 11 is carried on an arm 12 which is mounted to swing around a pivot 14, and a spring 15 is fastened to said arm tending to move the same toward the fly wheel. Said arm 12 pivotally carries an arm 16 on which a belt tightening pulley 17 is mounted, the ulley bearing on the top run of the belt, as s own. A third arm 18 is fastened on the free end of the arm 12, and carries a small friction roller 19. Said arm 18 may assume either one of the two positions shown in Figs. 1 and 5. In starting the engine should the engine be rocked backward during the starting operation, the arm'18 should be thrown down as shown in Fig. 1; thus engaging the roller 19 between the pulley 11 and the periphery of the fly wheel, causin the belt 10 130 be driven in the directionof t e arrows shown in Fig. 1 during the reverse movement of the engine. As the engine takes up its normal operation .and moves in the direction of the arrow shown in Fig. 5, the roller 19 is thrown up into inactive position, and the spring 15 permitted to draw the pulley 11 over so as to engage the belt 10 directly with the fly wheel, thus continuing the movement of the belt in the same direction as that in which it previously moved (see the arrows applied to the belt in Fig. 5). These operations, therefore, insure driving. the magneto at'all times in the same direction, and it is useful not simply in starting the engine but on the reversal thereof for any other reason. 7

The magnetois mounted on a suitable base 20, and comprises a front magnet 21 and a simple shuttle laminated armature 22, the latter being mounted to rotate on bearings 23 and 24 carried between the poles of the magnets. ley 25 on the shaft of the armature, and the driving action is controlled by a centrifugal governor 26, which may be of the usual or any desired form. One terminal of the armature is passed through an insulation sleeve 27 on the shaft of the armature to a disk 29 at the end of said shaft and insulated therefrom. On said disk a collector brush 30 bears, which brush as shown in Figs. 2 and 3, is supported by a post 31 and is connected by a w1re32, brush 32*, contact 32, engine frame, and wire 32*, with the primary winding of an induotion'coil 33 (see Fig. 1).,

Fastened to the shaft ofthe armature 22 is an eccentric 34, which is encircled by a strap 35 having a rod 36 in connection therewith.

The driving belt 10 passes over a pul- The rod 36 is joined by an-insulating con-. i

nector 37 with aspringhook 38, and this engages the moving contact 39 of a vibrator which in addition to said contact is com osed of two stationary oppositely arrange conture.

tacts 40 and 41. This arrangement causes two sparks for each revolution of the arma- The second terminal of the armature is in connection with the shaft; and from this a wire 42 leads to the contact 39 of the vibrator. From the contact 450 a wire 43 leads to the primary winding ofgthe spark coil 33. In connection with the wire 42 and contact 39 is a wire 44 which leads to a condenser 45, and said condenser is also in connection with the wire 43 by means of a conductor 46. The secondary circuit 47 of the induction coil 33 is in connection with a spark plug 48 of the e ine in the usual manner.

the operation of the apparatus, the magneto being constantly driven by the automatic action of the driving device, as before explained, and the vibrator, being positively and regularly actuated by mechanical devices set in motion from the magneto, a regularly'broken alternating current will be passed throu h the primary winding of the induction coi inducing an alternating current of high tension in the secondary circuit 47, which in passing the electrodes of the spark' coil produces a quick succession of sparks. The spark is controlled by the distributer device com osed of the arts 32 and 32 or any equiva ent thereof. lhe magneto runs freely except when the primary circuit isclosed by the commutaton Having thus described the preferred form of my invention, what I claim as new and desire to secure by Letters Patent is:

1. An ignition apparatus for internal combustion engines, compris' a magneto, an eccentric located upon the s aft of the armature thereof, a vibrator electrically connected to saidmagneto, binding posts oppositely disposed in the path of the vibrator, an eccentric rod connected to said eccentric and to said vibrator, and a condenser in parallel with said vibrator and binding posts, whereby the vibrator may be positively operated and an alternating current generated.

2. An electric ignition apparatus for internal combustion engines, comprising a rimary circuit, including an induction coi a magneto, means operatively connected to said magneto for interrupting the circuit, a

condenser in parallel with said interrupter,

and means operatively connected to the en- 7 gine for interrupting the circuit, and a secondary circuit including s arking terminals within the engine and sai induction coil.

3. An ignition apparatus for internal combustion engines, comprising a magneto, a vibrator electrically connected to said magneto and mechanically operated by the rotation of the armature thereof, binding osts oppositely disposed in the ath of tl ie vibrator, and a condenser in para lel with said vibrator and binding posts, whereby the vibrator may be positively operated and an alternating current generated.

4. An electric ignition apparatus for inter-' nalcombustion e ines, com rising a rimary circuit, inclu ing an in uction coi, a ma neto, means operatively connected to sai magneto forinterrupting the circuit, said means comprising an eccentric upon the shaft of the armature of the magneto, an eccentric rod, and a vibrator in engagement with said 

